Governor control



1,624,227 J. B. FISHER 4 GOVERNOR CONTROL April 12,1927.

Fild Feb. 26, 1925 Ja mes Z51 fisher,"

' and Patented Apr. '12, 1927..-

UNITED STATES 1,624,227, PATENT OFFICE.

JAMES B. FISHER, 01 WAUKESHA, WISCONSIN, ASSIGNOR TO WAUKESHA MOTOR COM- PANY, OF WAUKESHA, WISCONSIN, A CORPORATION OF WISCONSIN.

GOVERNOR CONTROL.

Application filed February 26, 1925. Serial No. 11,689.

My invention relates to governor controlling mechanism particularly adaptable for application to the governor 'control of explosive engines. The important object of the invention is to provide simple and effec tive means for changing or modifying for a time being the normal operation of the govlever is controlled by the speed of the engine to operate the carburetor throttle valve to regulatethe speed of theengine and keep such speed as'closely as possible to a predetermined maximum.v The governor lever operates against the force of a regulating spring whose adjustment has heretofore been. accomplished by a manually operable abutment screw. In accordance with my invention, I substitute for such manually and locally adjustable abutment screw, abutment mechanism which normally sets the spring for normal operation of the governor, but which can be readily controlled from the operators station to change or modify for the time being the setting of the spring so that the engine can be prepared for the assumption of a-load under increased speed and perform the work without loss of speed and etticiency. After the motor has taken on the work and has recovered, the governor spring can be released to assume its normal compression and the governor will then maintain the proper speed.

Referring to the accompanying drawing:'

Fig. 1 is it side elevational view of an engine showing my improved arrangement;

Fig. 2 is an enlarged sectional view showing the governor mechanism and my improved accessory control.

The crank shaft 1 of the engine E extends through the crank case 2 and the end housing 3. The shaft 4, which may be the cam shaft, is journaled at its end in the bearing 5, and outside of said heating has .the flange 6 and. the reduced end 7. The end 7 receives the web 8 of the gear wheel 9, the web abutpressure agalnst the abutment late 15, and

ting against the flange 6 and being secured thereto as by bolts 10. The gear forms part of the governor mechanism and meshes with the gear 11 on the crank shaft.

Extending outwardly from the gear web 8 are sets of ears 12, each set receiving an L-shaped governor weight member 13 pivoted at its elbow by a pin 14. The ends of the horizontal parts of these levers are weighted and the radially outwardly extending outer parts cooperate with an abutment plate 15 having the annular hub 16 receiving the end 7 of the cam shaft. The'ears 12 extend through the plate 15, and the plate is thus caused to rotate with the shaft 4, but is longitudinally shiftable thereon. The hub 17 extending outwardly from the abutment plate receives the outer end of a pin 18 extending into the axial bore 19 of the shaft 4. The hub 17 supports a ball bearing structure 20 against the outer end of which abuts the disc 21 having the ears 22 to which ears are pivoted the bifurcation ends 23 and 24 of the governor lever 25. The governor lever is pivoted near its lower end on the pin 26 and at its upper end has connection with the rod 27 extending through the tube 28 and at its other end having connection with the throttle valve 29 for controlling the flow of explosive mixture tothe engine manifold. A compression spring 30 acts against the outer end of the governor lever to swing the lower end inwardly'to keep the abutment disc 21 in engagement with the ball bearing mechanism 20. The tendency of the spring 30 is to'swing the governor lever to move the throttle valve to open positionfbut, as the engine speeds up, the weighted governor members 13' will tend to rotate and exert through the bearing 20 and disc 21 to the governor lever, and as soon as the engine speed becomes great enough. to cause sufii-' cient pressure of the weight members to overcome the pressure of the' spring 30, the loo governor lever will be swung to move the throttle valve toward closing position to prevent excessive speed of the engine.

Heretofore, as shown in "my patent referred to, the adjustmenirof the spring 30 105 has been controlled by an ordinary set screw I which was set to govern the motor at a predetermined speed. One of the objections torunning a gnotor under such permanent settingof'th'e'gevernor, is that the engine will 110 be unable to accelerate sufficiently in advance applied and then, whenthe load has been.

taken on, to permit the governor to function normally to control the engine speed while theload is being taken care of.

I provide'a special adjusting screw 31 which threads through the frame 32 .and abuts in the abutment plug 33 of the spring 30, the inner abutment plug 34 of the'spring receiving the ridge or point 35 on the governor lever. At its outer end the screw 31 has ears 36supporting a pivot pin 37 on which is rotatable the cam lever 38. The

cam lever has the cam end 39 adapted for engagement with the thrust pin 40 extending through the axial bore 41 of the screw 31.

The screw is adjusted to set the spring 30 for normal operation, that is, for cooperation with the centrifugal governor mechanisni to hold the engine speed to a fixed maximum. A lock nut 42 holds the screw in adjusted position. When the screw is thus set for normal operation of the governor, the pin 40 will engage at its inner end against the abutment plug 33 and its outer end against the base of the cam end 39 which is concentric with the pivot pin 37. Then when the lever 38 is swung in clockwise direction, the cam 39 will engage with the pin and I shift it inwardly against the abutment plug 33, to take up and increase the pressure of the spring 30. This increased pressure on the governor lever will cause the swing thereof to further. open the throttle valve and the engine speed will be increased.

'When the cam lever is restored the governor spring is released from the control of the pin 40 and is restored to the settmgof the screw 31 to take up its normaloperation for controlling the engine.

The cam lever 38 can be readily controlled "from a distance. I have shown 1t connected by a rod 43 with the lever- 44. This lever 44 may be a simple lever operable atv Wlll by the engine operator, or it may be, for example, the main control lever for controlling various speed gear trains. When the lever is operated the governor mechanism will be automatically set so that when the load is applied to the engine will receive the load under accelerated speed, and will assume the load without speed drop below normal. When the operating lever 1s released, the governor goesback to its original normal operation.

My attachment can be utilized not only to accelerate'the engine in advance of applying aload, but also to eliminate the change in speed that takes place between idling and running under a given load. By connecting the, cam lever 38 with the proper setting lever, the pressure on the governor spring can be automaticallyincreased to an extent which will result. in .the engine speed being the same under load as wheniidling.

In the operation of such devices as shovels and hoists, there is usually considerable idle motion -in ,certain parts of the operating cycle where the engine could be speeded up to advantage and time saved. By connecting the cam lever 38 with the proper operation controlling lever such speeding up will be automatically taken care of. 4

I do not desire to be limited to the exact construction, arrangement and operation shown and described as modifications are possible which will still come within the scopeof the invention.

I claim as follows 1. In combination, an explosive engine, an intake valve therefor, a governor member connected with said intake valve, means driven by said engine in proportion to its speed tending to move said governor member to cause closure movement of said intake valve and speed reduction of the engine, a fixed abutment member, a compression spring interposed between said fixed abutment and said governor member for resisting effective operation of said governor member to decrease the engine speed until the speed has reached a predetermined maximum, and a second abutment member operable from a distance independently of said fixed abutment member to increase the resistance of said spring to thereby delay the speed checking movement of said governor member.

2. In combination, an explosive engine, an intake valve therefor, a governor member connected with said intake valve, means driven by said en ine in proportion to the speed thereof tending to move said governor member to cause closure movement of said valve, 21 normal setting memben a compression spring between-said setting member and said governor member held under norconnected with said valve, means driven by and in accordance with the speed of said engine tending to move said governor member to cause closure movement of said intake valve, an abutment screw, a compression spring between said abutment screw and governor member, said spring when engaged by said abutment screw having a normal resistance for preventing effective movement of said governor to cause checking movement of said valve until the engine has reached a certain normal maximum speed, a thrust pin shit'table through said abutment screw, and cam mechanism operable from a distance for shifting said pin to release said spring from said srrew and for increasing the resistance of said spring whereby the. governed speed of the. engine will be increased.

4. In combination, an explosive engine, an intake valve therefor, a governor member connected with said intake valve, means driven by said engine and in accordance with the speed thereof tending to move said governor member to cause closure movement of said valve. an abutment member, a compression spring interposed between said abutment member and said governor member tending. to resist effective closure movement of said valve by said governor member until the engine speed has reached a certain predetermined maximum, a thrust rod slidable in said abutment member, a cam member pivoted onsaid abutment member and adapted when actuated to cause movement of said thrust pin to engage with said spring to increase the resistance thereof whereby to increase the governed speed of the engine, and means for operating said cam member from a distance.

Incombination. an explosive engine, an intake valve therefor, a governor member connected with said intake valve, means driven by said engine in proportion to its speed tending tomovesaid governor members to cause closure movement of said intake valve and speed reduction of the engine, a lnain supporting member. a spring interposedbetween said main supporting member and said governor member for resisting effective operation of said governor member to decrease the engine speed until the speed has reached a predetermined maximum, and an auxiliary abutment member operable from a distance independently of said main abutment member to increase the resistance of said spring to thereby delay the speed checking movement of said governor member.

In witness whereof, I hereunto subscribe my name this 23 day of February, 1925.

JAMES B. FISHER. 

